Railway block-signal system.



ALS. GROSS.

RAILWAY BLOCK SIGNAL SYSTEM.

APPLICATION FILEDJULY 11,1912.

1,099,795. Patented June 9,1914.

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UNITED STATES PATENT OFFICE.

ANDREW S. GROSS, OF FREMONT, NEBRASKA.

RAILWAY BLOCK-SIGNAL SYSTEM.

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To all whom it may concern Be it known that 1, ANDREW S. GROSS, a citizen of the United States of America, residing at Fremont, in the county of Dodge and State of Nebraska, have invented new and useful Improvements in Railway Block- Signal Systems, of which the following is a specification.

This invention relates to improvements in block signal systems and has particular application to systems of this type wherein each block is provided with a signaling apparatus independent 01" the apparatus of other blocks.

In carrying out the present invention, it is my purpose to provide a block signal system for railways wherein a train entering a block from either direction will cause the energization of signals at each end of the block so as to warn the engineers of approaching and following trains of the condition of the track.

It is also my purpose to provide a signal system of the class described whereby a train entering a block from either direction will cause the energization of signals at each end of the block and wherein the train when leaving the block will deenergize the signals so that a following train may continue in its path of travel.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts here inaftenl' set forth in and falling within the scope of the claims.

In. the, accompanying drawing; Figure 1 is a top plan view of a trackway showing the relative positions of the circuit closers and the actuating devices for causing the circuit closers to open the circuit when a train is leaving the block, and Fig. 2 is a diagrannnatic view of the system or apparatus.

Referring now to the accompanying drawing in detail, a, a designate the rails of the protected area of track, or the block. At each end of the protected section or block and upon the gage side of one of the rails thereof, is a circuit closer 1 which, in the present instance, comprises a solenoid 2 and a core or plunger 3 terminating at its upper end in a head 4- designed to be engaged by the flanges of the car wheel, the opposite or lower end of such plunger being provided with a bridge piece 5. Spaced an appropriate distance apart from each circuit closer 1 and outwardly of the same Specification of Letters Patent.

Application filed July 17, 1912.

Patented June 9, 1914. Serial No. 709,968.

with respect to the protected track area, is a circuit closer 6 which, in the present embodiment of my invention, consists of a shank 7 slidably mounted within a guide 8 suitably fastened to the gage side of the rail, and equipped at one end with a head 9 adapted to be engaged by the flanges of the car wheels; and at its opposite end with a bridge piece 10, a spring 11 encircling the shank between the guide 8 and the head 9 thereon and acting to normally hold the shank elevated and the head thereon in the path of the wheel flanges.

The reference numerals 12, 12 designate the electric current carrying conductors of a main circuit extending along the trackway and supported in any suitable manner. At each end of each block is a signal, in the present instance, in the form of a lamp 13, and these signals are included in a signal circuit receiving current from the main circuit and having two normally open paths for the current, such paths being connected in multiple or parallel with each other so that the closing of either one will cause the signals to be energized when a train enters the block. One path of the signal circuit is composed of a conductor 14 leading from one of the current carrying conductors of the main circuit and including in series the lamp 13 at one end of the block, and terminating in a contact 15 disposed adjacent to a second contact 16 from which leads a wire 17 terminating in a conductor 18 which latter in cludes the other signal 13 at the opposite end of the block and has one terminal fastened to the other conductor of the main circuit. The contacts 15 and 16 are disposed in the path of movement of the bridge piece 5 of the circuit closer at one end of the block. Thus, when a train approaching the block from the left in Fig. 2, rides over the head 4 on the plunger of the solenoid of the circuit closer, the flanges of the wheel of such train depress the plunger with the effect to bridge the contacts 15 and 16 and so co-1nplete one path of the signal circuit with the effect to energize the signals at both ends of the block. The other path of the signal circuit is composed of a portion of the wire 14:, a wire 19 terminating in a contact 20, and the wire 18, the free terminal of the latter being fastened to a contact 21 disposed in proximity to the contact 20 and in the no path of movement of the bridge piece 5 of the circuit closer at the opposite end of the block. Thus, a train entering the block from the right in Fig. 2, depresses the plunger at the respective end of the block and closes the other path of the signal circuit to energize the signals at the ends of the block. From this construction, it will be seen that both paths of the signal circuit are connected in multiple or parallel with each other so that either path may operate inclependently of the other to effect the energization of the signals, thereby energizing the signals at each end of the block and holding such signals energized while the train proceeds through the block so that the engineers of approaching and following trains will be warned of the condition of the track, it of course being understood that the plungers or cores of the solenoids when once depressed to bridge the respective contacts by the bridge pieces thereon, remain in such positions until otherwise effected.

In order to elevate the plungers or cores of the solenoids of the circuit closers so as to break the closed path of the signal circuit, when the train is leaving the block or protected area of track, I employ an actuating circuit composed of two paths and including in series the solenoids 2, 2 of the circuit closers and designed to be bridged or closed by the bridge pieces 10, 10 of the actuating devices 6, 6. Both paths of this actuating circuit have source of energy 22, 22 and one of such paths is composed of a conductor 23 including in series the solenoids of the circuit closers 1, 1 and terminating in contacts 24, 2a spaced apart and designed to be bridged by the bridge piece 10 of the actuating device 6 at one end of the block, the left in Fig. 2, while the other path of such actuating circuit includes a wire 25, the source of energy 22, a portion of the conductor 23 and the solenoids of the circuit closers therein and a conductor 26, the conductors 25 and 26 terminating in contacts 27 spaced apart and in, the path of movement of the bridge piece 10 on the other actuating device, the one to the right in Fig. 2, in this case.

From the foregoing description taken in connection with the accompanying drawing, the construction, mode of operation and manner of employing my invention will be readily apparent. Should a train enter the block from the left in Fig. 1, the actuating device 6 to the left of the figure will be engaged by the flanges of the car wheels, but this actuating device being in advance of the respective circuit closer will not afiect the same, so far as the signal circuit is concerned. After passing the actuating device, the flanges of the wheels engage the head t on the plunger or core of the solenoid 2 of the respective circuit closer and so actuate the bridge piece 5 to bridge the contacts 15 and 16 in one path of the signal circuit,

whereby such circuit is closed and the signals 13, 13 energized by way of the conductors let and 17 and a portion of the conductor 18. This path of the signal circuit remains closed as long as the train is within the block. Now, when the train approaches the opposite end of the block to leave the same, the flanges of the car wheels actuate the second circuit closer to close the second path in the signal circuit, but this has no appreciable effect so far as the energization of the signals is concerned in view of the fact that the signals are already energized. Subsequently, however, the flanges of the wheels will engage the actuating device 6 at this end of the block and so depresses the shank 7 against the action of the spring 11 with the effect to bridge the contacts 27, 27 and so close the respective path of the actuating circuit with the effect to energize both solenoids 2, 2 of the circuit closers, incident to such circuit closers being connected in series so as to break the two paths in the signal circuit. This path of the actuating circuit may be traced as follows: conductor 25, battery 22, the respective portion of the conductor 23 and the solenoids therein, the conductor 26 and the bridge piece 10. On the contrary, should the train be entering the block from the right of Fig. 2, the signals at each end of the block will be energized through the path of the signal circuit controlled by the circuit closer at this end of the block while such path would be broken by the actuating device 6 at the opposite end of the block, if the train was leaving the block.

It will be noted that I have provided a block signal system for railways wherein each block is equipped with a signaling apparatus independent of the apparatus of the other blocks and whereby a signal is given at each end of an occupied block as long as the train remains therein. hi to In the practice of my inventionptt-il tight fit is effected between the cores or plungers and the magnets of the solenoids st that such cores will be held in their elevated and lowered positions.

While I have herein shown and described one preferred form of my invention by way of illustration, it is to be understood that I do not limit myself to the precise details of construction herein described and delineated, as modification and variation may be made within the scope of the claims and without departing from the spirit of the invention.

I claim:

1. In a railway block signal system, a supply circuit, a signal circuit for each block connected with said supply circuit and comprising two normally open paths connected in multiple with each other, a signal in the common portion of said circuit at each end of the block, a circuit closer at each end of the block and each in a different path for closing the respective path to energize the signals upon a train entering the block, an electroresponsive device at each end of the block for operating said circuit closers, a second circuit closer at each end of the block comprising a shank and a bridge-piece carried by the shank, and an electric circuit including said electroresponsive devices in series and composed of two normally open paths for the current connected in parallel With each other, each path being adapted to be closed by the respective bridge piece of one of the second-named circuit closers.

2. In a railway block signal system, a supply circuit, a signal circuit for each block connected With said supply circuit and comprising tWo normally open paths connected in multiple With each other, a signal in the common portion of said signal circuit at each end of the block, a circuit closer for closing each path to energize the signals and controlling both of said signals and located at each end of the block and adapted to be operated upon by a train entering the block, an electroresponsive device at each end of the block for operating said circuit closers, actuating devices at the ends of the block, and an actuating circuit including said electro-responsive devices in series and composed of tWo normally open paths for the current connected in multiple with each other, each path being adapted to be closed by one of said actuating devices.

In testimony whereof I afiix my signature in presence of two Witnesses.

ANDREW S. GROSS. lVitnesses CI-I. BoscrIUL'rn, FRANK ScHEER.

Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents. Washington, I). G. 

